Fluid-pressure brake



(Nolvlodel.)l v y J.MRURST.

2 Sheets-Sheet 1.

FLUID PRESSURE RRRKR.` Nol 563%70. PRtented'vJuly 113;j 1896t Y INVENTO? BY. h

(No Model.)

No. 563,770.y Patented July 14, 1896.

fM/ENTOH Y CM WITNESSESL UNITED SrfrrrisV PATENT l Erice.

FLUlD-PRiS-SURE BRAKE.

SPECIFICATION forming-part of Letters Patent No. 563,770, dated A.El'uly 14, 1896.

` Appleman nea september' 5, 1895'. seen No.' 561,435. on mani y To all wronif it may concern:

-Belit Vknown that I, JOHNH. HURST, of

Sait Lake City, in thecounty of Salt Lake and Territory of Utah, have invented certain new and useful Improvements in Fluid-Pressure Brakes, of which the following is a fnll, clear, and exact description.

l,My invention relates to fluid pressure v brakes and it hasfor its object to give the en gi n eer full control ofthe pressurein the brake-,

' cylinders, that he may `increase or decrease pressed air supplied. Vfrom the 'air-pump (not the pressure therein at will', and recharge the r ,iinn'hilethe brakes are set, and to utilize vthe air which, according to the present pracfv tico, is allowed to escape to the atmosphere f rom the preliminarsT exhaust-port of the .en- `e;1nee1"s brake-valve.'

` The'invention comprises a retainingvalve and a retaining-reservoir connected tothe said preliminary exhaust-port, and also conl-r nections from the brake-. cylin'ders to thesaid retainingvalve.`

The present invention is described, but notelaimed, in m5rpatent,No.',-l5l, dated Oc aber 1, 1595. invention. of the air discharged from the train-pipe exhaust-port of .the engineers brake-valve, as setfortli in the above-named patent. 1

The invention ivill be fully described hereinafter, and the features of noveltypointed `ont in the claims.

` Reference is to be had to the aocolnpanyiirgr drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all'the figures.

Figure l. is a diagrammatic side elevation showing the several. parts of my improved brake mechanism and their connections. Fig. is an enlarged vertical section of the retaining-valve. i Eig. 3 is a like view of the interposed valve which is employed in conjunction with the triple valve, as set forth inniy patent above referred to; and Fig. l is asimilar view of a modified construction of the interposed valve.

On the locomotive ism-ranged the nsual main reservoi r A, adapted to contain the come shown) and to deliver said'air: to thc en ineers, brake-valve B.' l) .is the `usual douille- V pressu re gage, havin y; one hand to iiulicatetin:

I also V1n ake use -in the present lseat H5, adapted to receive a valvelif.

nipple G2 is connected to the compartment.

taining-valve.-

pressnre in the main reservoir and another pipe (l. The conn ections of these parts With theI engineers ,brakewfalve are -Well known, and therefore havenot beenvv illustrated in detail. L

is an auxiliary reservoir,- vvhich is known as the brake-valve reservoir.'

lSo far the parts are, vor may be, oi. the usual construction.

i According toniy invention, va pipe B is connected to the preliminary exhaust-port of the engineers brake`valve,said pipe terminating in a petcocl; B?, and connecting with another pipe G,' Wl1ichhas a branch or nipple G2, con-vv nectedto the retaining-valve H, and anotherA :branch G3, connected to the retainine-reser.- voir I. This valve and 'reservoirusually are .hand to indicate the pressuein the train@v located on the engine, although they may be' disposedat an;T other convenient place. f

u The. retainlng-valve H, as yillustrated in Fig. l2, isdivided into two 4compartinents ll` and H2 by means of a movable partition H3, which niay he in the nature of a piston or of a diaphragm, as shown. The diaphragm at its center supports a pipe H4, projecting into both compartments and `formed at the end located within the Vcompa-rmient H' with a l-l, so that the said compartment eeniniunr' cates with the preliminary exhaust-port of the engineers brake-valve. The valve H6 is rigidly secured to a stem H7, which extends looselvthrongh the kpipe lli, and on the said Stein is coiled a spring Ils, contained in an enlarged portion H9 of the' pipe lli. Ports Hlllead from the interioroi' the said enlarged portion into the co1nparianen tIllA2 of the re-l A double -pressure gage .3,- simila-r vin construction to thelpnessure-gage l", is connected by a pipel .l-"ivi'th the conipartnient ll2 of vthe retaining-valve and by a pipe l with the retaining-reservoir l. To the opposite end of the stein ll7 from the valve ll is rigidly secured a valve lll?, adapted to he seated on the end of the valve-casing` ll.

The cuter end of the stem llT projects ntoan exhaust-aperture ll,` whereby the rempart! ICD . valve. (See Fig.

- pipe.

partment of the retaining-valve is connected to the preliminary exhaust-port of the engineers brake-valve B, and the other compertment to the train-pipe exhaust-port'.

The pipe K also communicates with an auxiliary train-pipeK, which I'term a retainingpipe. Frein this retaining-pipe a branch pipe Kextends to a valve L, which is con-- nected to the exhaust-port of the triple valve D by means of a pipe L', so that the said valve L is interposed between they retainingpipe and the triple valve.

The interposed valve L, like the retainingvalve H, is divided into two compartments by a movable transverse Wall, which may be a .diaphragm, as shown in Fig. 4, or apiston,'as

shown in Fig. 3. The piston L2 is mounted to slide in a ring or sleeve L3', held between the cap L4 and the bodyeLof the interposed 3.) The compartment above the piston L2'is connected'to the retaining-pipe Kl by means of the pipe K3, and the lower compartment is connected rto the exhaust-port of Athe triple valve D by means of'the pipe L. The piston L2 is provided with an elastieipacking-ring or snap-ring L,

having a sufficient -frictional engagement .with the ring L3 to prevent the piston from changing its position under the influence4 of gravity.

The piston L2 is fittedl to slide on a pistonrod L, seated at its lower end on an exhaustopening L8., connected with a pipe' N, which' normally is open -to the atmosphere. The piston-rod L7 fits into a cap L9, which forms a part of the piston .L2- and contains a spring L10, having a tendency to force the rod L down "on its seat, it being understood that the lower end of thesaid rodacts as an exhaust-valve. Onvthe inside of the ring L3 is cut a small leakage-groove L11 to allow air to pass by the piston L2when there is an excess of pressure of' two pounds or lessl on either side of thev piston. lf the dierence-is more than two pounds,.the groove L11 will not suffice to equalize the pressure, but the piston L2 will be forced toward the weaker side to the end of its stroke,forming an air-tight joint against,

reservoir O on the engine, the retaining-valve H, and the retaining-reservoir I. 'f

The operation of the herein-described apparatus is as follows: When the engineer allowed to escape from the peliminary exhaust-port of the said valve through the pipes -B and G G2 (sounding the--whistle"G) into the compartment H of the retaining-valve H, and through the pipe G3 into the ,retainingreservoir l. The spring HS-of the retainingvalve may have a resistance of about three pounds to the square inch relatively to the diaphragm H3, so that when there is an excess of pressure oi' more than three pounds in the compartment H( the spring H8 will yieldv and permit 'the diaphragm H3 to move toward the compartment H2.- At the same time the valve-seat H5 will be moved away from the valve H, which remains stationary,

so that air can flow from the compartment ll. through the pipeH1 into the enlarged part H9 of said pipe, and thence through the ports H10 into the compartment H2. As this compartment, by means of the pipe K, communicates with the retaining-pipe K', it fpllows that the pressure inthe compartment H can at no time remain more than three' pounds greater than in the compartment H2. rlhe ai n discharged from the preliminary exhaust-port 'is utilized to produce counter-pressure on the .diaphragmldof the retaining-valve and to control the release of the brakes, in a manner'more fully described hereinafter.

During the application of the brakes air passes from the main or train pipeexhaustport of the engineers brake-valve B through thepipes K2'a'nd K to the retaining-pipe K', and also to the compartment H2 of the retaining-valve H. At the same time the usual flow of air takes place from the auxiliary reservoir E of each car to the brake-cylinder F of each car. 'The air discharged into the retaining-pipe `K produces a pressure inthe upper compartments of the interposed valves L and forces the pistons L2 down on the lower gasket L13.

lt will be vunderstood that the compartments H and H2 of the retaining-valve l-I are .charged wdth air of about the same pressure.

Then itis desired to' release the brakes, the engineer turns-the brake-valve B into the release position, therebyT recharging the trainpipe C and the auxiliary reservoirs E on' the cars with air. At the same time, owing to the well-known change in the position of the triple valve l), air is allowed to flow from the brake-cylindersF of each car to the cxhaust-port of the triple valve and through the pipe L' into lower compartment of the interposed valve L. The pressure in said lower compartment will cause the piston L2 to rise to the positioxrshown in- Fig. 2, in. which the IOT) 563,770 Y y :sv

compartments or chambers of ih'c interposed valve'communicate'through the medium of the leakage-'groove lill. 4The pressure in the upper compartment ot the interposed valve preventsthe valve lf from beeonine unse'ated, and the lealmge-g'rooves .lill permit the pressure io become cqualized'in all the Vbrake-cylinder's, aswitli the position el the Y cock is opened but shortly, the brakes will beinterposed valve shown they are all `in coinmunieation with the retaining-pipe K'. The engineer then opens thopetcoek lil', li' th is partially released.- This is eii'ecii'ed in the following,` manner: The pressure in the pipe Gand compartment ll oi' the retaining-valve being reducediu consequence of the o en ing of the coekl'3 and the escape of air 4rom the said compartment and from the reservoir l, there Vwill be a preponderance oil" pressure in the compartment ll?, which will more the diaphragm 'H3 and unseat the valve H12, so-

that a corresponding' amount of air in pounds (not-in quantity) will escape to the atmos-4 "phere through the port ll in the end of the compartment il?. Thus-the pressure in the retaini1igpipc K will be reduced correspond allowing a correspondiupy amount'oi air i n pounds to' flow Afrom each 'bra-keeylinder F through the port L8 of the interposed valve L, connected therea-t to the pipeN and to the atmosphere. The gage .l on the engine will. show the reduci-imi of the pressure in the brake-cylinder.

lt will be understood that by the use of the above-described device the engineer is enabled'to control the pressure in the auxiliary reservoirs E and in the brakemylindersF, and the air which in the present ln-a'ke apparatus is lostin replenishing the said auxiliary reservoirs is retained. Furthermore, the pressure in all, the brake-cylinders of the train is equalized,andl sare'both the air which in the usual brakes is allowed to escape from` the preliminary exhaust-port of Ithe engineers brake valve B 'and also the air escapingl from the main traiirpi pe exhaust-port of the said valve Rand utilize this exhaust-air to retain the air in the brake-cylinders and to control the pres` suretherein.

The provision of the reservoir l and theretaiiiing-vzilve ll also enables the engineer to partly release the brakes by slightly opening;`

l would also ob- I ona` train composed partlv of cars equipped with my improved brake apparatus an d partl y with cars provided with air-brakes of other systems. applied and it is desired to retain the exhaustai r, the cock 32 is closed, as above described, anda certain amount of ai r Will escape from each ear through the train-pipe C into pipe' lowingr the air to escape therefrom, the pressure in the compartment ll.2 ot' the retaining'- valve would be reduced. correspondingly and the diaphragm ll would vmore so as to unseatthe valve H, allowing the surplus of air io passfrom the compartment lll to the compart- .ment ll?, so that when the train sections Wouhlf beagain' coupled together there would be on l r .an excess of pressure of three pouudsor less in the compartment ll'.

I desire it -to be undertood that Various' changes maybe made in the construction and arrangement of the several parts Without departing from the nature of my invention which consists in the particular connections and combinations defined in the cla-ixus.

As illustrated by ]1`ig.4,the interposed val ve M is constructed Witha diaphragm M', held between the cap M2 and the bodyh 3 of the in terposed valve. The compartment above the diaphragm M" is connected to the retaining- Dpe vK' bymeans oil' the pipe K3, and the lower compartment is connected to the exhaust-port ot the triple Valve D by inea-ns of the pipe L. To the diaphragm is secured, so as to more in unison therewith, a rod M4, havinf.;l guided movement in the outletv or exhaust opening' M, which leads to the pipe N. This 'rod7 like the rod if in Fig. 3, is adapted to close or open the said exhaust-port Ml. The operation of this form ot interposed valve is substantially the same as that described hereinbetore with reference to the construction shown in'lfig. 2i.

Having' thus described my im prin-'ement in huidpressure brakes, lola-im myinvention and desire to secure by Letters VPat-eutl. A iiuid-pressure brake, provided Wi th a.

ln' such a case, when the brakes are rio ISO

i and a connection from the said second comffi 56s,

taining-valve to the brake'-cylinders,substantially as described.

3. A huid-pressure brake, provided with al com parted retaining valve, one chamber Whereot is connected to the preliminary exhaust-port of the enginecrs brake-valve to receive the exhaust iiuid therefrom, a retaining-reservoir connected to said chamber, and a connection from the other chamber of the retaining-valve to the, make-cylinders, substantiall y asdescribed.

'-i. A fluid-pressure brake provided With a retaining-pipe connected to the 4train-pipe exhaust-port of the engincers brake-valve to receive-the exhaust ii id therei'rmn,l a connection betvveentlie.` retaining-pipe and the eX- hanst-port of the triple valve, a valve interposed in said connection and controlling the exhaust from the brake-cylinder, anda retaining-valve having a movable partition dividing it into two compartments, one or" which is connected to the retaining-pipe, and the other to the preliminary exhaust-port of the engineers brake-valve,'substantially as described.

5. A fluid-pressure brake, provided With a retaining-valve having a movable Wall or partition dividing it into two compartments, a connection from one of the said. compartments to the preliminary exhaust-port of the engineers brake-valve, a connection from the other compartment to the main train-pipe exhaust-port of the engineers brake-valve,

partment or the retaining-valve to the brakecylinders, substantially as described. l

G.` A ,Huid-pressure brake, provided with a retaining-valve having a movable Wall o'r partition dividing 'itV into two compartments, a connection from one of the said compartments to the preliminary exhaust-port of the engineers brake-valve, a connection from the other Icompartment to the main train-pipe' exhaust-port of the engineers brake-valve, an exhaust-valve located' in the said second compartment and controlled by the movement of the said Wall or partition, a retaining-pipe also connected to thesaid second compartment,- -and a valve interposed between the said retaining-pipe and the exhaust-port of' d comparted retaining-valve, one chamberwhereofis connected to the preliminary exhaust-port of the en gineers brake-valve to reyceive the exhaust fluid therefrom, an escapecock interposed between thesaid preliminary exhaust-port and the retaining-valve, and a connection. from `the, other compartment of the retaining-valve to the brake-cylinders. Substantially as described.

- .ici-1N n. MURST. Vitnesses:

Jos. OBERNDORFER,

n. VALL. 

